Mechanism for propelling vessels



2 N O S P I S m T MECHANISM FOR PROPELLING VESSELS.

Patented Nov. 22, 1887.

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MECHANISM FOR PROPELLING VBSSELS.

Patented Nov. 22, 1887.

Qwi'bneao e o M PETERS. P'llaloliliiographon Wnhingmn. D c,

of wind-power.

UNITED STATES ATENT Fries.

THOMAS J. SIMPSON, OF IVORIHINGTON, MINNESOTA.

MECHANISM FOR PROPELLING VESSELS.

SPECIFICATION forming part of Letters Patent No. 373,492, dated November 22, 1887.

Application filed April 13, 1887.

To all whom, it may concern.-

Be it known that I, THOMAS J. SIMPSON, a citizen of the United States,residing at \Vorthington, in the county of Nobles and State of Minnesota, have invented certain new and use ful Improvements in Mechanism for Propelling Vessels; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to propelling vessels; and its object is to provide mechanism which shall operate the propellingwheels by means By this means I unite in one structure the advantages possessed by mechanically-driven vessels and those possessed by sailirigcraft-that is to say, I dispense with complicated and costly sails and rigging, and

also with the heat and smoke and expense. of steam engines and boilers.

My invention consists, first, in the combination, with the wheel-shaft of a vessel, of a wind-wheel for actuating the same; secondly, in the combination, with the shaft ofa screwpropeller, of awind-wheel for turning it, and, further, in various combinations and arrangements of parts, as hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 represents a longitudinal vertical section of a vessel embodying my invention, and Fig. 2 is a side elevation of the same.

The same letters refer to corresponding parts in all the views.

A is the hull of the vessel, which is preferably constructed with overhanging bow and stern, as shown. 1

B is the shaft,which in this instance I have shown as provided with a screw-propeller, though it is obvious that my improvements can be applied to paddle-wheel boats, either side-wheel or stern-wheel.

The shaft Bpreferably extends through both stem and stern of the vessel, and is provided at the bow with a screw-propelling wheel, C, and at the stern with another screw, D. These screws may be of any preferred construction.

Serial No. 234,719. (No model.)

I have shown the forward screw,G, as a single tapering spiral blade, and screw D as a twobladed double screw.

The shaft B is supported in the usual bearings, and passes through stuffing boxes at how and stern.

Near one or both ends of the shaft Bis secured a pair of bevel-wheels, E F, between which is a third bevel wheel or pinion, G, carried on the lower end of an upright shaft, H.- The bevel-wheels E Fare set far enough apart to allow but one of them to mesh with the bevelpinion G at the same time. In order to bring one or the other of these bevel-wheels E F into engagement with the pinion G, the shaft B is arranged to slide longitudinally in its bearings. It passes through and turns freely in a toothed block or rack, I, which is fitted between collars fastened to the shaft, and moves between suitable guides, K.

A lever, L, provided at its lower end with a toothed segment, I, meshing with the rack I, is pivoted in a standard, M, and is fitted with a latch, .Z, to engage with anotched quadrant, L, which is fastened to the floor A, and so hold the lever in any desired position. By moving the lever forward or backward the shaft B will be shifted axially and one or the other of the gears E F brought into engagement with the bevel'pinion G. When the latch Z is placed in the central notch of the quadrant, neither of the gears E R will mesh with pinion G. Power to drive the shaft is communicated to it through these gears E, F, and G; and for generating this power I employ a wind-wheel, N, preferably of the horizontal type and suitably mounted in bearings.

In the drawings Ihave shown such awindwheel as is described and claimed in my Patent No. 325,366, dated Septemberl, 1885, to which reference may be had for a complete explanation thereof. It consists, in brief, of two or more shafts, N, passing through and revolving freely in a central bearing, N, and provided at the ends with wind-sails N arranged at right angles to each other, as shown. As the wheel revolves, the sails on one side drop down and receive the force of the wind, while the sail on the opposite side is lifted to a horizontal position and offers but slight resistance to the air. The wheel therefore tends to re vessel.

volve continuously in the same direction. This wind-wheel N may be mounted directly on the upper end of shaft H; but I prefer to' place it on a counter-shaft, 0, at the extreme end of the vessel, in order to leave as much clear space as possible at the center of the Sprocket-wheels O" H and a chain belt, 1?, communicate-the power from the windwheel to the shaft H; or any other mode of gearing may be used. I prefer to duplicate this mechanism, as shown in the-drawings, and place a wind-wheel at each end of the boat. The construction is the same in both instances.

Q is the fiangedsteeringwheel, which is connected by rope R, grooved wheel S,'shaft 8, wheel 8', and chain T with the wheel U, which is keyed to the upper end of the rudder-post U. The rudder U is cut away, as shown, to allow the sleeve V to encircle the rudder-post, which turns freely therein. The sleeve V has formed on one side of it an outboard-bearing, for the end of the shaft B, said bearing being long enough to provide for the axial movement of the shaft. A set-screw, to, engaging with a wide groove around the shaft, prevents the latter from coming out of the bearing, as shown in Fig. 1 of the drawings, or without set-screw w, as shown in Fig. 2 of'the drawings.

When the parts are in the position in which they are shown in Fig. 2, the vessel will be driven ahead. When it is desired to go astern, the lever Lis thrown forward, which will draw the shaft B backward, and the gears EF will mesh with bevel gear-wheel Gand reverse the motion of the shaft B. Whether going ahead or astern, when the lever L is moved the pressure of the water against the screws 0 D will assist in shifting the shaft.

By the arrangement of the mechanism shown and described the heavy parts of the machinery are located below the water-line, and help to ballast the-vessel, and it will also be observed that the deck-awning shown in Fig. 2 will assist in excluding a large portion of the sunshine and rain.

Having thus described myinveution, what I claim, and desire to secure by Letters Patcut, is-

1. The combination,with a vessel,of a screw- U with the pinion, substantially as and for' the purpose set forth.

2. The combination,with vessel A, of shaft B, carrying screws 0 D and movable axially in its bearings,bevel-gears E F, keyed on said shaft, bevel-pinion G, mounted on shaft H, rack I, fitted between collars on the shaft B, toothed segment Z, lever L, and wind-wheel N, imparting motion to the shaft H, substantially as and for the purpose set forth.

3. The combination,with vessel A, of screwshaft B, carrying screws 0 D and movable axially in its bearings, bevel-gears E F, secured on said shaft, pinion G, mounted on shaft H, wind-wheel N,mounted on shaft 0, sprocket-wheels H and O, mounted, respectively, on shafts Hand O,chain P,connecting said sprocket-wheels, and suitable mechanism for shifting the shaft B axially, substantially as shown and described.

4.. The combination,with vessel A, of screwshaft B, rudder-post U, carrying rudder U and sprocket-wheel U, and having the sleeve V encircling it in a cut-away portion of the rudder, bearing W,secured to said sleeve and receiving the end of shaft B, flanged steering wheel Q, shaft S, provided with grooved wheel S and sprocket-wheel S", rope R, connecting 

